Electric railway-signal.



W. J. ASHLEY. ELECTRIC RAILWAY SIGNAL. APPLICATION FILED MAY 11, 1908.

Patented Apr. 6, 1909.

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Patented Apr. 6, 1909.

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APPLICATION FILED MAY 111111 a. 91 7,703. Patented Apr. 6, 1909. a SHEETSSHBET s.

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WILLIAM J. snLE ,"or DENVER, COLORADO, ssrenon, Y D nner AND MESN E AS SIIGN- MENTS ,I OF'O1\I E-S IXI H TO EDWIN o. GALBREATH, ONE-SIXTH To CHARLES F. snirz, AND ONE-THIRD TO ROBERT o. ALBROOK, ALL OF DENVER, COLORADO.

ELECTRIC RAILWAY-SIGNAL.

Specification of Letters Patent.

Patented. April 6, 1909.

Application filed. May 11, 1908. Serial No. 152,264.

To all whom it may concern:

Be it known that I, WILLIAM J. AsnLEY, a citizen of the United States, residing in the city and county of Denver and State of 5 Colorado, have invented certain new and useful Improvements in Electric Railway- .Signals andl do declare the following to be a full, clear, and exact description of the I invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part. of this specification.

My invention relates to improvements in railway signals, my object being to provide a construction whereby, whenever a rail is misplaced, or a culvert or bridge carried away, or the track so impaired by flood or fire as to wreck a train, a signal will be automatically given by closing an'electric light circuit extending along the line of track 'be tween stations and provided with lamps or other dangersignals, or both, arranged at suchintervals that it will be ractically impossible for the danger signs. to be disregarded, since they will be in plain view not only of the train men, but also of the passengers riding upon the train. so My improved construction also includes means whereby the circuits in which the danger signalsare located, may be manually closed when, for any reason this may be desirable, as, for instance, in the event that a train has passeda station contrary to orders and is aboutto meet another train between the said station and the next, making a wreck practically unavoidable, so far as the ordinary means ofnotifying the train men is 4.0 concerned. In that-event, the agent'at either stationha'v'ing' discoveredthe condition of afiairs, me immediately notify both trains by man'ua y closingthe circuit in which the danger signals are located, thus displaying these signals the entire length of the track 4 between stations.

Having briefly outlined my irn roved construction, I will proceed to descri e the same in detail, reference being made to the ac-' companying drawing in which is illustrated an embodiment thereof;

' In this drawing, Figure ,1 is aview principally diagrammatic, illustrating my improved railway signaling system, the apparatus at and between two stations being in-' dicated. Fig. 2 is a similar view illustrating the apparatus at one station, the danger signals in this case being shown in detail, and the entire a paratus on a larger scale than in Fig. 1. Fig. 3 is a detail view showing a rail of the track, and illustrating the manner of connecting the conductors of the magnet circuits with the rail, the parts being shown on a relatively large scale. Fig. 4 is a similar view, illustrating anchoring means for a conductor of the magnet circuit, whereby, if a rail is displaced, the conductor will be broken. Fig. 5 is a section taken on the line 55 of Fig. 4. Fig. 6 is a section taken on the line 66 of Fig. 3.

The same reference characters indicate the same parts in all the views.

Let the numeral 5' designate each of two stations provided with a double switch board 6, upon which are mounted two electro magnets 7, provided with armatures 8, which are held in the raised position, or that shown in Fig. 1, and at the right in Fig. 2, when the magnet circuit is closed. Each magnet circuit may be traced as follows: A conductor 9 leads from one terminal of the magnet to one pole 10 of an electric source 12. From the opposite pole 13 of this source a conductor 14, leads downwardly to the track and extends along the track to a position half way, or approximately half way, between the two stations, where it forms a loop and, extends back from the extremity of the that if a rail is displaced, disturbed or broken,

in such a way as to make it dangerous for a train to ass, one or both of these conductors will be roken, thus breaking the magnet circuit and allowing the armature 8 to drop, the latter being so arranged as to produce this result. This armature is hinged at 16, and when the magnet is energized, is held in the upright position by virtue of the magnetic force. However, when the magnet is denergized, the armature will fall downwardly, and a contact 17 with which it is provided, engages two c0nta'cts 18 and 19,

ridging the same, and closing an electric light circuit which is supplied with current from a generator 20.

The electric light circuit receives its supply from feed wires A and B, connected with the opposite poles 21 and 22 of the generator 20. 'lhe electric light circuit may be traced as follows, referring more particularly to Fig. 1 of the drawing: From the feed wire A, a conductor 23 leads to a conductor 24, which is connected with a contact 25, from which leads a conductor 26, to an overhead wire 27, mounted on posts 28. The opposite extremity of this Wire 27 leads to a contact 28 of the switch board 5 of another station. From the contact 28 leads a conductor 29, from which a conductor 30 leads to the feed wire B, which is connected with the brush 22 of the generator 20, the opposite brush 21 being connected with the feed wire A, as heretofore explained. From the feed wire A, a conductor 43 leads to a conductor 42 which is connected with a contact 41 from 'which a conductor 40 leads to a contact 19.

From the opposite contact 18, a conductor 39 leads to a conductor 38 which merges into an overhead conductor 37 supported by the posts 28. From the conductor 37 a conductor leads downwardly and from this last named conductor, a conductor 84 leads to the contact 19 of the switch board of the station farther to the left (see Fig. 1). Fr'om the opposite contact 18 of this switch board,

a conductor 34 leads to a contact 33. From the contact 33 leads a conductor 32 from which conductor, a conductor 31 leads to the feed wire B.

As heretofore explained, each switchboard is double, containing two sets of mechanism, each of which is connected with a corre sponding set of mechanism mounted on the double switch board of an adjacent station. Any desired number of incandescent lamps are connected in multiple arc with the overhead wires 27 and 37. These lamps are designated 50. A conductor 51 leads from the over head conductor 37 to each lamp, and a conductor 52 from the overhead wire 27 to each lamp. An incandescent lamp 36 is also mounted on each half of the switch board, these lamps being connected-in multiple arc with the overhead wires 27 and 37 by branch conductors 53 and 54.

Assuming now that the magnet 7 mounted on the right half of the switch board farther to the left in Fig. 1, is denergizedby the breaking of the magnet circuit through the displacing of a rail or other accident, the current may be said to ass from the feed wire A through the con uctor 23, the conductor 24, the contact 25, the conductor 26, and thence through the various clamps connected with the light circuit, and thence through the overhead wire 37, the conductor 35, the conductor 84 to a contact 19, and thence through the contact 17 of the armapleting the circuit.

- gage contacts 59 and 60.

ture 8 of a magnet 7 to a contact 18, and thence through the conductor'34 to the contact 33, the conductor 32, thence through the conductor 31, to the feed wire B, com- In this case it will, of course, be understood that when the magnet 7 just referred to, is deenergized, the armature 8 will drop, bringing its contact 17 into engagement with the contacts 18 and 19, thus bridging the space between the two 0011- tacts, whereby the circuit is completed. Now, if we assume that the magnet circuit in which the magnet 7 is located, mounted upon the left half of the switch board farther to the right in Fig. 1, is broken by the displacement 30 of a rail, or other cause, the magnet will be denergize'd and the armature 8 will drop, bringing its contact 17 into engagement with the contacts 18 and 19, thus closing the electric light circuit, in which event the path of 5 the current may be said to be as follows: From the feed wire A through the conductor 43, the conductor 42, the contact 41, the conductor 40, the contact 19, the contact 17 of the armature 8, the contact 18, the conductor 39, the conductor 38 and thence 4 through the overhead feed wire 37. In this case the current passes from the overhead wire 37 through the various lamps of the electric circuit, to the feed wire 27, and thence back through the contact 28, the conductor 29, and the conductor 30, to the feed wire B, thus completing the circuit.

Attention is called to the fact that the mechanism on each half of each of the switch boards 5 at each station, is provided with a hand-operated switch 55. This switch on the left half of the right hand switch board (see Fig. 1), has its arms pivotally connected with the contacts 28 and 41, and when the switch is closed, its arms will engage the contacts 56 and 57, the latter of which is connected with the conductor 27 by'a conductor 58, while the conductor 38 is connected with the contact 56, the conductor 38 merging into the overhead conductor 37, as heretofore ex lained. The hand switch 55 on the righthalf of the switch board 5, farther to the left in Fig. 1, has its arms pivotally connected with the contacts 25 and 33, and when the switch is closed, its arms en- From the contact- 59 a branch conductor. 61 leads to the conductor 26; while, from th: contact 60 leads a conductor 62, which merges into the overhead conductor 37 From the foregoing it will be understood, that if either of these hand switches is closed, or caused to engage the contacts 56 and 57 in one case, or the contacts 60 and 61 in theother case, the

era-ms circumstances that it will collide with another train, in the event that no dangersig nal is given. The station agent may then close the electric light circuit between the stations by simply throwing the hand switch to the closing position, which is illustrated at the left side of the switch board 5 in Fig. 2.

In addition to the lamp signals, other danger signals 63 (see Fig. 2) may be displayed. These signals are more especially intended for use as day signals. Each signal 63 is connected with a bell crank lever 64, fulcrumed at 65. The short arm 66 of this lever is connected by means of a link 67, with a core or reciprocating part 68 of a solenoid magnet 69. In this event, the conductor 51 leading from the overhead wire 37", may be said to pass to vone terminal of the magnet 69, the other terminal of the magnet being connected with a conductor 70, leading to the lamp, which is also connected by means of the conductor 52 :to the overhead feed wire 27. It will thus be seen that whenever the lamp circuit is closed, all of the solenoid magnets 69 upon the line will be energized, and the core 68 of each magnet drawn inwardly, thereby displaying the red signal 63 by throwing the signals out of the box, or casing 71, in which they are normally inclosed. There may be a signal 63 for each lamp 50 between the two stations.

The manner of connecting the wires of the magnet circuit with the track rails, is illustrated in Figs. 3 to 6. In these figures the conductor may be designated 15, and is connected with the rail by a metal plate 72, the said plate having its upper extremity wrapped around the wire, as shown at 73, from which point the plate asses downwardly, first in contact with t e web of the rail, thence outwardly and downwardly underneath the base of the rail, its opposite extremity being turned upwardly into contact with the upper surface of the rail base. In this way the wire is securely connected with the rail, and if the rail is displaced or broken, the wire will be broken. I

As shown in Figs. 4 and ,5 of the drawing, an anchor 74 is connected by means of a cable 75, with the conductor 15, the plate 72 being cut away, as shown at 76(see Fig. 4), for the pur ose. As this anchor is embedded in the cart if the rail is displaced, its movement will break the wire, since the resistance offered by the anchor will be sufficient for this purpose.

In Figs. 3 and 6, the wire 15 is connected with the rail by forming a recess 77 in a fish plate 78, whereby the conductor is clamped etween the fish plate and the rail. In this case, if the rail is broken, or moved sufliciently to produce an accident, the conductor will also be broken. It is evident that various other means may be resorted to for connecting the conductors of the magnet circuits with the rails, whereby as the rails are injured or misplaced, these wires or conductors will be broken, and the magnet with which they are connected, deenergized, resulting in the closing of the magnet circuit by the dropping of the armature 8, whereby its contact 17 is caused to bridge the space between the contacts 18 and 19, thus closing the signalcircuit.

It is evident that where tunnels and snow sheds are located, the conductors or wires of the magnet circuit may be carried overhead, so that, in the event the tunnel or snow shed caves in, oris sufficiently injured to cause an accident, the wires will be broken and'thc magnet or magnets denergized, resulting in the closin of the signaling circuit, as heretofore exp ained.

Having thus described my invention, what I claim is:

1. In electrical signaling apparatus for railways, the combination of a normally open electric light circuit arranged along the track in suitable proximity thereto, and a normally closed magnet circuit whose wires are arranged along the roadbed in such a manner that the circuit will be broken by the disturbance of the track, the magnet being rovided with an armature normally hel in the raised position by the magnetic force, the electric light circuit having contacts so arranged with reference to the armature, that, as the magnet is deenergized and the armature falls, it will engage the said contacts and close the electric light circuit, substantially as described. v 2. In electrical signaling railway apparatus, the combination of an electrical circuit arranged along the line of the railway ina suitable roximity thereto, signaling devices arrange in the said circuit, the said circuit being normally open, and electro-magnetic means for closing the signaling circuit, a

circuit in which said means is located, the

magnet circuit being provided with conductorscxtending along the 'roadbed in such proximity to the track, that the disturbance the magnet deenergized, and the signalingcircuit having separated contacts arranged to be bridged by the armature of the electro-magnetic means, substantiall as described.

3. In electrical signa ing apparatus, the combination of a normally open signaling circuit arranged along the line of railway and in suitable proximity to the trac thereof, stations connected by the said circuit, a magnet circuit at each station, the said circuit having conductors extending along the roadbed in such proximity to the track, that the disturbance of the trackwill break the magnet circuit, each magnet having an armature normally held in the raised position by the ma netic force, the 'said armature, however, being arranged to fall when the magnet is denergized. by the breaking of the'magnet circuit, the signaling circuit having a pair of separated contacts at each station, the said contacts being so arranged that, as the armature of themagnet falls, it will bridge the contacts and close the signaling circuit, substantially as de scribe 4. In electrical signaling apparatus, the combination with stations arranged along the line of railway, normally open signaling circuits connecting the said stations, a magnet circuit connected with each station and having conductors extending along the line of track and in such proximity thereto that the-disturbance of the track will break the magnet circuit, the magnet circuit of each station being distinct from the circuit of the other station, each magnet havin an armature normally held in a pre etermined position when the magnet circuit is closed, the said armaturebeing arran ed to move when the ma net circuit is bro en, the signaling circuit being provided at each station with a pair of separated contacts adapted to be bridged by the moving of the armature incident tothe breakin of the magnet circuit, whereby the-signa ling circuit is automatically closed, substantially as described.

5. In electrical signaling apparatus for railways, the combination of a normally open signaling circuit arranged. along the line of railway, and electro-magnetic means for closing the signaling circuit, a circuit in which the electro-magnetic means is located, thelast named circuit having conductors extending along the roadbed and arran ed in such proximity to the track that the isturbance of the latter will break the magnet circuit, the electro-magnetic means having a art, normally held in the raised osition by the'magnetic force, and adapte to fall when the magnet circuit is broken, the two contacts adapted to be engaged by the movable part to close the signaling circuit when the circuit of the electro-magnetic means is broken, substantially as described.

In testimrgiy whereof I aflix my signature in presence of two witnesses.

WILLIAM J. ASHLEY.

Witnesses v CHAS. F. S rrz, E. (J. GALBREATH. 

